Internal-combustion engine



' March 8,1927. 9,825"

c. E. LUCKE INTERNAL COMBUSTION ENGINE Filed July 25, 1921 2 Sheets-Sheet 1 fly-1.

l f 1 e "T 77 J i it?? 7 I m b 5 awvemto'c March 8, 1927: 1,619,825

C. E. LUCKE INTERNAL COMBUSTION ENGINE Filed July 25, 1921 2 Sheets-Sheet 2 Suva/M301,

TED STA campus a. LUCKE, on nnw'yomr, u. xx, Assren'on TO won'rnimerron PUMP AND MACHINERY conrona'rron, or new YORK, n. Y., aconrona'rlon or inasmmfirnnuat-comnusrrou 'nucru'n.

Application filed July 25,

This invention relates to-the feeding and vaporization of fuel in internal combustion engines, and is particularly applicable to that class of engines operatingon the Diesel '5jor constant pressure system.

The especial object of the invention is to provide an apparatus and method employing solid injection of the oil or other liquid or solid fuel. by which the. proper feed ,of

the fuel to the -cylinder for securing the -maximum power and economy may be attained. The specific means usedfor this pur pose falls within the class of precombustion fuel supply by which partial combustion 1 occurs in a precombustion "chamber communicating with the cylinder, and the fuel is gradually fed to the cylinder by the rela tive' pressures in the precombustion chamber and cylinder, and the particular object is to control the time, rate and amount of comresults desired.

ing between the cylinder and precombustion.

ill! chamber that is desirablefor securing the proper fuel feed to the cylinder. this result being secured by a pressure equalizing nonreturn connection between the cylinder and precombustion chamber which is open during compression but closed during the feeding'of fuel to the cylinder. The air compressed into the precombustion chamber is thus at the high pressure of the cylinder. and prompt delivery of fuelto the cylinder upon stoppage or reversal of the piston is thus secured. Another feature consists in providing for reserving a portion of the air in the precombustion chamber behind the fuel, so that this air by expansion secures the v complete expulsion of the fuel from the chamber to the cylinder and scavenges the chamber, creates currents in the cylinder that aid in securing fuel contact with the air, and supplies air to support combustion later'in the stroke than otherwise possible, while the other portion of the air near the 1921; 1 Serial 1N6. 487300.

fuel :opening to the cylinder, or a portion thereof, combines with the fuel to secure vaporization or gasification of the fuel with the partial combustion and increase of pressuredesired. The air in theprecombustion chamber is thus divided into a body of fuel-combining air near the fuel feed opening to the cylinder. and a body of fuel-displacing air in the outer part of the chamber,

and means preferably are provided for adjusting the relative amounts of air in these bodies so as to secure the results desired under different engine conditions.

Fuel is injected into ,the precombustion chamber during orabout the end of 00311- pression, and preferably near the end of the compression stroke and after the air has been compressed to igniting temperature. The arrangement of-the spray is such that the fuel is wholly or largely delivered to the fuel-combining air near the fuel feed opening to the cylinder and thus the fuel, wholl or f=partially vaporized or gasified, is positioned in the .part of the chamber next to the cylinder opening, and prompt ignition and combustion thus securediat the time the reverse flow of air to the cylinder begins on the completion of the compression stroke and the stoppage or reversal of the piston. The chamber may beprovided with fuel guards or other devices against which the fuel is injected and which aid in vaporizing or gasifying the fueland in restricting con tact of the fuel and air. or the precombustion chamber may be an open space without such tubes or devices of any kind. ,The partial combustion in the precombustion chamber increases the pressure of the air and vapor in the chamber, or, on later injection, prevents undue falling of the pressurein the precombustion chamber, and upon stoppage or reversal of the piston the fuel, in the form of vapor and possibly some liquid, is fed gradually to the cylinder combustion space by the flow from the precombustion chamber, first by-the pressurein the portion of the precombustion chamber next the cylinder opening, and then by the expanding air in the outer portion of the chamber, until all the fuel isfconsumed.

1 For a full understanding of the invention,

a detailed'description of constructions empanying drawingsforming a part of this specification, and the features forming the invention then be specifically. pointed out in the'cla-imsi. 1 ii In the drawings a Figure 1 is a central section through the cylinder head, precombustion chamberand oil injection nozzle, showing the piston in elevation, the engine being shown as of the two-cycle type, and v Figures 2, 3, 4 and 5 are partial sections corresponding to Fig. 1 and showing modifi cations. j s

Referring now particularly 'to Fig. 1,; A is the engine cylinder, B the piston, C the cooling or waterj acket, D the precombustion chamber, and E the oil injection nozzle mounted on the cylinder head through which the oil is forced by a suitable pump. This oil injection nozzle is shown as of the wellknown typeadapted to deliver the oil in a coned spray at a suitable angle, but it will be understood that any other suitable form of nozzle securing similar results may be,

used. The nozzle is jacketed as usual by extension 0 of cylinder jacket C. 1

The cylinder head is provided with an opening preferably opposite the nozzle E, as shown, which opening receives a plug 6 which carries the fuel feed opening, this opening being shown as consisting ofsmall perforations 1 arran ed to distribute the fuel through the cylinder space and approximately parallel to the piston face. openings 1 form a restricted opening between the cylinder and precombustion chamthrough openings 1. The precombustion chamber is divided horizontally by a part1- tion it, and the two bodies of air above and below the partition are connected by opening m into and through which'the fuel is sprayed from nozzle E, the wall of this opening m thus forming a tube, and the fuel may be sprayed against the hot wall of the tube to ald in vaporization or gasification. There are thus formed two bodies of air, one body of fuel-combining air below the partition which receives the fuel so asto form a cloud of vaporizedpr gasified fuel within and near the plug 6, and a body of fuel-displacingair behind the fuel or in the outer part of the chamber. The relative The amounts of air in the two bodies ma be adjustedjby 'piston .2 movingin cylin er 3 and adjustable-by stem 4..operated by handle 5 outsidetheengine, so that adjustment may be made while the engine is running.

The'construction shown in Fig. 2 issimilar to that'shown' in Fig. 1, except that a separate tube it receives the fuel spray in (the. precombustion chamber, and the space within the chamber is divided by an adjustable partition a surrounding the tube, so that the two bodies of air above and below the partition may be adjusted b shifting thev partition alon the tube. Tie tube is shown as having t e usual open lower end opposite the cartridge .e a'nd the series of openings 6 above the partition through which the expanding fuel-displacing air passes to the tube. 'In Fig.2, adjustment of a the amounts of air in the two bodies may be secured while the engine is running, by

piston 7 having screw stem 8 which acts as a guide for the stem of valve g.

The construction shown in Fig. 3 secures to a partial extent the air division, but not so positively as' the construction shown in Figs, 1 and 2., The fuel is largely segregated at and near the cartridge 6, however, and the air above the tube 0 and in the portion of the chamber most removed from the cartridge, will secure the advantages of the construction in Figs. 1 and 2 to an impor-' tant extent.

In theconstruction shown in Fig. 4, the

.fuel is segregated near the cartridge, and the air divided only by the elongated form of the chamber, the spray and cartridge being atone end, thus providing a considerable body of air which is not reached directly by the spray. The pressure equalizing connection f and valve 9 are preferably ositioned as far as conveniently possible from the spray and cartridge so as to protect the valve from heating.

Figure 5 illustrates another form of fuel feed .opening and equalizing connection without the air division. In this construction the, fuel feed opening 9 is formed in a thin partition so that the'walls of the open ing are short and thus the action of a flow passage in a comparatively thin plate is secured. From this thin partition the walls taper outwardly for increased thickness, thus securing the desired strength and thermal conductivity, and the form pref erably is of a nozzle coned on one or both sides of the opening so as to provide a nozzle producing a smooth uniform jet.

The equalizing connect-ion s in this case is formed by a series of ports arranged annularly about the. plug 32 and closed by a light plate vvalve t.

The general operation of the construction shown in Figs. 1 and 2 is the same and as follows; The fuel is injected through the nozzle E inL-a fine spray and is vaporized or gasified byQcontact with the .hot compressed air, theac'tion'being aided by contact with the inner Wall of the tube, andpartial combu'stion follows within the -tube and in that portion of the chamber next the plug e, the

air in the precombustion chamber forced: mto the cylinder being then at high compression,

' the connection f with its open valve 9 assuring free passage of the air from the cylinder to the precombustion chamber during compression. Prompt ignition and combustion is thus started when or before the reverse flow from the cylinder begins on reversal of the piston and the increased pressure in the precombustion chamber closes the valve (7.

. has been fed to the cylinder and consumed.

chamber instantaneously. .If the injection Thus, instead of a violent explosion or sudden pressure rise in the precombustion chamber, there will be a slow rise of pressure if the injection occurs sufficiently before dead center, producing and maintaining a flow of fuel and expanding air from the precombustion chamber into the cylinder, thus securing the graduated fuel feed to the cylinder and air supply from the chamber that is desired for producing and maintaining combustion for a considerable time, in spite of the fact that the fuel pump may have injected all of the fuel into the takes place later, there'may be no rise of pressure in the precombustion chamber. but the required relative pressures between the precombustion chamber and the 'cylinder will be secured by the outward movement of the piston coacting withthe combustion in the precombustion chamber acting to sustain the relative pressures therein and thus substantially the same results be secured as with a rise of pressure in the precombustion chamber on earlier injection. The constructionwill operate Well with a timed pump and inaccuracies in the timing of the latter will be compensated for to such an extent that the use of a less delicate and troublesome pump apparatus is permitted than withmany other forms of fuel feed, and at the same time suitable control of internal pressures of the engine is secured.

The general operation of the constructions shown in Figs. 3 and at is the same as above described, except that the air division is not so complete and positive in the construction shown in Figs. 3 and 4 and the fuel displacing and scavenging action of the air is less secured. The general-o eration of the engine, apart from the air ivision, is the same in connection with Fig. 5 as above described.

While the invention hasbeen described in connection with. solid injection of fuel and an especial object of the invention is to provide a satisfactory engine of this character, it will be understood that the invention is applicable also with compressed air spraying of fuel to the precombustion chamber and is thus claimed! The invention is not to be limited to the specific form and construction of devices shown, but many modifications may be made therein by those skilled in the art while retaining the invention defined by the claims.

lVhat is claimed is: V

1. In an internal combustion engine, the combination with a precombustion chamber having a fuel feed opening to the cylinder and means for injecting fuel into the chamber during or about the end of compression to secure limited combustion and feed of in the chamber and cylinder, of a pressure equalizing connection between the chamber and cylinder open during compression, means for closing said connection during the feeding of fuel to the cylinder, and means for dividing the air compressed in the chamber into a body of fuel-combining air near the fuel feed opening and a body of fuel-displacing air behind the fuel.

.2. In an internal combustionengine, the combination with a precombustion chamber having a fuel feed opening to the cylinder and means for injecting fuel into the chamber during or about the end of compression to secure limited combustion and feed of fuel to the cylinder by the relative pressures in the chamber and cylinder, of a pressure equalizing connection between the chamber and cylinder open during compression, means for closing said connection during the feeding of fuel to the cylinder means for dividing the air compressed in the chamber into a body 0f fuel-combining air'near the fuel feed opening and a body of fuel-displacing air behind the fuel, and means for adjusting the amounts of air in the bodies.

3. In an internal combustion engine, the combination with a precombustion chamber having a fuel feed opening to the cylinder and means for injecting fuel into the chamher during or about the end of compression to secure limited combustion and feed of fuel to the cylinder by'the relative pressures i fuel to the cylinder by the relative pressures i in the chamber and cylinder, of a pressure equalizing connection between the chamber and cylinder open during compression, means for closing said connection during the feeding of fuel to the cylinder, means for dividing the air compressed in the chamber into a body of fuel-combining air near the fuel feed opening and a body of fuel-displacin}: air behind the fuel, and means for ad- 7 means for injecting fuel into the tube, and a .jqs'ting the. amounts of air in the bodies while the'engineisrunning, j

- 4. In'an internal combustion engine, the combination with a precombustion chamber having a restricted fuel feed opening to the cylindeiyof a fuel tube in the chamber,

partition surrounding the tube and dividing the air in the chamber into two bodies, one near the fuel feed opening and the other in the outer part. of the chamber.

5. In an internal combustion engine, the

combination with a precombustion chamber having a restricted fuel feed opening to the cylinder, of a fuel tube in the cylinder,

means for injecting fuel into the tube, and a partition surrounding the tube and di viding the air in the chamber into. two bodies, one near the fuel feed opening and the other in the outer part of the chamber. said partition being-adjustable to-vary the amounts of air in the two bodies.

6. In an internal combustion engine, the combination with a precombustion chamber having a restricted fuel feed opening to the having a fuel feed opening to the cylinder and means for injecting fuel into the chamber during or about the end of compression to secure limited combustion and feed of fuel to the cylinder by the relative pressures in the chamber and cylinder, of means for dividing the air compressed -in the chamber into a body of fuel-combining air near the fuelfeed opening-and a' body of fuel-displacingair behindfthe fuel, and means for adjustmgtheamountsof air in thebodies,v

8. In-aninternal combustion engine, the combinationiwith a precombustion chamber having a fuel feed opening to the cylinder and means for injectmg fuel into the cham I -.'ber 'during. or about the end of compression to secure limited combustion and feed of'fuel to the cylinder byfthe'relative pressures in the chamber and cylinder, of means for di viding the air compressed in the chamber into a body of fuel-combining air near the fuel feed opening and a bodyof fuel-displacing air behind the fuel, and means for adjusting the amounts of air in the bodies While the engine is running. v

9. Inan internal combustion engine of that class having. a precombustion chamber in communication with the cylinder and from which the fuel is fed to the cylinder by the relative pressures in the chamber and cylinder, the combination with the chamber,

of fuel-injecting devices co-acting with the chamber to spray a charge of fuel into the compressed air near the cylinder opening,

during or about the end of compression in v such a manner asto secure partial combustion of the fuel in that part of the chamber near the opening with a body of fuel-displacing airin that part of thechamber remote from the opening, whereby the expan sion of thefuel-displacing air behind the fuel secures the feed of all the fuel to the cylinder on the Working stroke, a pressure equalizing connection between the chamber and cylinder open during compression, and means for closing said connection during the feeding of fuel to the cylinder.

In testimony whereof, I have hereunto set my hand. i.

1 E. LUCKE. 

